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7 Sheets Sheet 1.

J. LEMOINE.

(No Model.)

VEHICLE BRAKE.

110.441,801. Patented Deo. 2, 1890.

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VEHICLE BRAKE.

No. 441,801. Patented Dec. 2, 1890.

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(No Model.) i 7 Sheets-Sheet 3.

vJ. LEMOINE.

VEHICLE BRAKE.

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(No Model.) 7 Sheets-Sheet 4. J LEMOINE VEHICLE BRAKE.

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11.11111111154 VEHICLE BRAKE No. 141,801. Patented 1106.2, 1890.

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7 Sheets-Sheet 6. J. LEMOINE.

(No Model.)

VEHICLE BRAKE.

No. 441,801. Patented Dec. 2, 1890.

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7 Sheets-Sheet 7.

J. LEMOINE.

VEHICLE BRAKE.

No. 441,801. Patented Deo. 2, 1890.

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JULES LEMOINE, OFl VINCENNES, FRANCE.

VEHICLE-BRAKE.

SPECIFICATION forming part Of Letters Patent No. 441,801, dated December 2, 1890.

Application led September 19, 1889. Serial No. 324,470. (No model.) Patented in England Tuly 11, 1884, No. 10,068, and in France September 26, 1887, No. 186,070. p

To all whom t may conlern.:

Be it known that 1, JULES LEMOINE, engineer, of Vincennes, near Paris, France, have invented an Improved Brake for Vehicles, (for which I have obtained Letters Patent in France for fifteen years, dated September 26, 1887, No. 186,070, and in England for fourteen years, No.10,068, dated J uly 1l, 1884,) of Which Y the following is a specification. i

nient for the end of the cable.

This invention relates to an improved brake for vehicles, consisting of a flat compositewire cable of decreasing breadth, which is flexible, non-extensible, and non-vibratory, thus'combining all the conditions which are indispensable in practice for the efficient Working of brakes of this kind. For roadvehicles the cable is coiled helically upon the nave of the wheel, and upon the axle in the c'ase of tramwayyehicles.

Reference is to be had to the accompanying drawings, forming part of this specification, wherein- Figure 1 represents a development and edge view of the cable. Fig. 2 is a side view of the cable-brake strap coiled upon its drum. Fig. 3 is a plan and edge view of the att-ach- Figs. 4 and 4ms are a plan and transverse section, and Fig. 5

is a rear View of the cable as applied to an omnibus and to ordinary vehicles. Fig. 6 represents the means for operating the brakedever with the aid of the drivers foot or hand. Figs. 7 and 'bs are a plan view and transverse section of the cable-brake applied to tramway-vehicles running only in one direction. Fig. Sis a plan view showing its application to tramway-vehicles running in both directions.

1. Construction of the cable-The cable is composed of metal strands a, juxtaposed so as to forni by their union a flatband of varying breadth, and provided on the inner side With friotional surfaces, consisting, in fthe present example, for the first coilof wood blocks b, and for the Whole or a portion of the second coil of leather c. The wood blocks Z1 are made of such form as toinsure a uniform pressure upon the sleeve or drum-that is toA say, the pressure of each block, instead of decreasing, is rendered uniform by the beveled part d being opposed to the initial point of the cable, by which means all vibration is prevented. All the strands a are united to a joint-piece e, by which the initial point of the cable is hinged at the tangent. To the linal point of the cable is attached a exible connection 2. Ordinary vehicles, (Figs.-;t and MU-lu the case of ordinary vehicles the brake-strap is usually applied in connection With a transverse bar g, carrying the brake-shoes, hung from the body just in front of the hind Wheels. A tension-rod h connects the bar g to the initial point e of the cable beneath ,the axis of the hub. The cable is cniled one and onehalf turns aroundadrum i, keyed on the hub. The flexible connection f, passing above the axis of the hub, is connected with the drivers brake-operating gear, which may either consist of a pedal lo, hand-lever Z, or rack, Fig. (i, whereby the motion of the vehicle may be either checked or arrested by a slight effort. The brake in this case, as in all the subse quent cases, operates as follows: Tension is applied to the flexibleconnection f, tightening the coils of the cable and eventually forcing the brake-shoes upon the Wheel. The brake-shoes are not necessarily used unless a sudden stop of the vehicle is desired,the friction of the coil about the hub being sufcient in ordinary casesto retard the motion of the vehicle.

8. Traimvay-cars running in. one direction only, (Fig. 'YJ-#The cable makes two turns around a drum keyed on each axle, the transverse brakeshoe carrier g is placed in rear of the Wheels, and the tension-rod h isconnected tangentially above the drum to the initial point cof the cable. The opposite end of the cable is also attached to a iie-Xible connection f above the center of the axle, and is connected with the drivers brake-operat- 1ng gear.

4. Fm` tramwcty-ccm-ridges 'run/ning in both directions, (Fig. 8.)-The cable also passes twice around the drum; but the transverse brake-shoe carrier is replaced by four short brake-carriers g, placed in rear of the Wheels, tho seat the right hand only for the time being being operative. There are four tension-rods h attached to the joint-piece of the cable ina similar manner to that described for oars running in one direction only, with this diher-l ence, that the brake-operating gear actsvon the brakes of the right-hand Wheels only for the time being instead upon allfour Wheels.

The advantages of my vbrake are the facility with which it can be operated, owing to the arrangement of helically-Wound coils and the quickness with which the vehicle can be brought to astandstill by means of the aboveof September, 1880.

- J U'LESY LEMOINE. iVitnesses: v r i R. J. PRESTON, ALBERT MOREAU. 

